tips and tricks for pilots... beginners or otherwise
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Join Date: Mar 2002
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tips and tricks for pilots... beginners or otherwise
guys and girls....
everybody has some tips or tricks that they use when they fly, ones that they have learned from their own experience or from that of others.
So please take a few minutes out of your day to make the life of another pilot a little bit easier and post a couple of yours here...
I 'll start the ball rolling with a couple of common ones that have been passed on to me... these are the only ones I know which is why I started this thread in the first place...
1) Don't rush... EVER... from the walk around to the flight to the approach and the rollout, take your time and if you think you've missed something then start again. chances are you have...
2) Leave your rotating beacon on... this is contrary to PPL training but it's a good way to spot the fact that you have forgotten to switch the MASTER off...
3) Dont retract the flaps during the rollout (go-arounds are the obvious exception) as its easier than you think to retract the gear instead.... wait till you've called 'clear' and you can devote a bit more attention to it...
dont be shy now....
Sky
everybody has some tips or tricks that they use when they fly, ones that they have learned from their own experience or from that of others.
So please take a few minutes out of your day to make the life of another pilot a little bit easier and post a couple of yours here...
I 'll start the ball rolling with a couple of common ones that have been passed on to me... these are the only ones I know which is why I started this thread in the first place...
1) Don't rush... EVER... from the walk around to the flight to the approach and the rollout, take your time and if you think you've missed something then start again. chances are you have...
2) Leave your rotating beacon on... this is contrary to PPL training but it's a good way to spot the fact that you have forgotten to switch the MASTER off...
3) Dont retract the flaps during the rollout (go-arounds are the obvious exception) as its easier than you think to retract the gear instead.... wait till you've called 'clear' and you can devote a bit more attention to it...
dont be shy now....
Sky
Join Date: Dec 2001
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Tips
When doing the walk around on a high wing Cessna.
Step back out from under the wing before raising the aileron.
If it has been raining it will not pour water down your neck.
Also keep one hand on the trailing edge as you check the linkage and balance weights.
One instructor ATPL pilot at Stapleford had a news film crew passenger wiggle the controls while our pilot had his fingers in the gap !!!
Our pilot (through clenched teeth): "Why did you do that ?"
Passenger (innocently): "I didn't think it would do anything"
Holding the trailing edge provides a good degree of leverage against a gust of wind or a passenger that thinks the control yoke is for decoration.
Step back out from under the wing before raising the aileron.
If it has been raining it will not pour water down your neck.
Also keep one hand on the trailing edge as you check the linkage and balance weights.
One instructor ATPL pilot at Stapleford had a news film crew passenger wiggle the controls while our pilot had his fingers in the gap !!!
Our pilot (through clenched teeth): "Why did you do that ?"
Passenger (innocently): "I didn't think it would do anything"
Holding the trailing edge provides a good degree of leverage against a gust of wind or a passenger that thinks the control yoke is for decoration.
Join Date: May 2002
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Tips
My tip in response to your item 3 is not to call "clear". If you need to call anything it should be "vacated" as "clear" can be heard on the radio by someone and misheard as them being cleared to land.
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When on a grass strip doing your power checks and clearing a mag drop by gunning the engine on the good mag - check that the windscreen isn't plastered with bugs before you take to the air...
Not that it ever happened to me, of course...
Not that it ever happened to me, of course...
Join Date: May 2001
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Ok, here's a few...probably obvious to most.....
If breaking hard on the runway after landing, retract the flaps (not the gear) straight away, else its easy to burst a tyre, and you stop quicker.
In a heavier aircraft, like the Seneca (compared to single) add a couple of twists of nose up trim on final, helps in the flare.
Turning onto final, say out loud the expression 'Final clear check the gear'. This was taught to me and now I can't get it out of my head...
Cheers
EA
If breaking hard on the runway after landing, retract the flaps (not the gear) straight away, else its easy to burst a tyre, and you stop quicker.
In a heavier aircraft, like the Seneca (compared to single) add a couple of twists of nose up trim on final, helps in the flare.
Turning onto final, say out loud the expression 'Final clear check the gear'. This was taught to me and now I can't get it out of my head...
Cheers
EA
Join Date: Jun 2001
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..from recent experience, a coupla tips.....
...on the engine idle check, ensure it idles at a proper low rpm, got caught out with a Grob the other day which idled at 1000 RPM and wouldnt settle down at roundout.
.... on pre-takeoff checks on Fuel..... ensure Primer locked. No, it didnt happen in the air, it happened because i taxyed to the pumps before preflighting it, and the previous person had left it unlocked..... wonder if he/she knew why the engine was running rough?
...on the engine idle check, ensure it idles at a proper low rpm, got caught out with a Grob the other day which idled at 1000 RPM and wouldnt settle down at roundout.
.... on pre-takeoff checks on Fuel..... ensure Primer locked. No, it didnt happen in the air, it happened because i taxyed to the pumps before preflighting it, and the previous person had left it unlocked..... wonder if he/she knew why the engine was running rough?
1. If your preflight check is interrupted start again. Carrying on after an interruption leaves you more likely to have missed something.
2. Pledge household cleaner is great for getting dead bugs off leading edges etc. Spray the mucky bits after shutting down and then by the time you've sorted out the accumulated junk in the cockpit the splattered remains will have soaked up the polish and will wipe off easily. Sparkle is the best perspex cleaner I've found.
3. After checking the fuel for water, don't chuck it on the ground, pour it over the nearest tyre. 100LL evaporates too quickly to damage the rubber and will leave the water droplets on the tyre if any water is present. Much easier to spot than doing it on oily, dirty tarmac.
4. Always leave metal props vertical to prevent water accumulating in the spinner especially in winter when the water may freeze before startup and unbalance the prop / spinner.
5. Always leave wooden props horizontal so that any moisture doesn't soak into the lower blade and throw it out of balance. It would have to be stationary for a long period for this too happen. If a spinner is fitted, rotate the prop by a few revs (mags off!!) to see if any water has gathered a la 4. above.
6. Get a cover for your windows especially the windscreen. Saves a load of polishing and scratches and stops the blazing sun (UK, yeah right) cooking your (expensive and delicate) radios etc
7. Polish minor scratches out of perspex using metal polish such as Rolite. A bit of effort involved but cheaper than new glazing Works for sunglasses too.
8. If the aircraft you are preflighting has rippled panels on it, don't fly it, call an engineer.
9. Grap a wingtip and move it smoothly and fairly firmly up, down, fore and aft. Sounds silly but if a clot before you has dinged a wing and not reported it, you might be the unwitting victim. Remember the Robin crash a few years ago after a guy hit a haybale on landing? Next person who flew it had the wing fold on them.
10. Always check for full, free and IN THE CORRECT SENSE control surface movement after any maintenance work involving controls has been done. People have accidentally connected ailerons up the wrong way around since Pontious was a pilot.
11. Don't forget to have fun
2. Pledge household cleaner is great for getting dead bugs off leading edges etc. Spray the mucky bits after shutting down and then by the time you've sorted out the accumulated junk in the cockpit the splattered remains will have soaked up the polish and will wipe off easily. Sparkle is the best perspex cleaner I've found.
3. After checking the fuel for water, don't chuck it on the ground, pour it over the nearest tyre. 100LL evaporates too quickly to damage the rubber and will leave the water droplets on the tyre if any water is present. Much easier to spot than doing it on oily, dirty tarmac.
4. Always leave metal props vertical to prevent water accumulating in the spinner especially in winter when the water may freeze before startup and unbalance the prop / spinner.
5. Always leave wooden props horizontal so that any moisture doesn't soak into the lower blade and throw it out of balance. It would have to be stationary for a long period for this too happen. If a spinner is fitted, rotate the prop by a few revs (mags off!!) to see if any water has gathered a la 4. above.
6. Get a cover for your windows especially the windscreen. Saves a load of polishing and scratches and stops the blazing sun (UK, yeah right) cooking your (expensive and delicate) radios etc
7. Polish minor scratches out of perspex using metal polish such as Rolite. A bit of effort involved but cheaper than new glazing
Works for sunglasses too.8. If the aircraft you are preflighting has rippled panels on it, don't fly it, call an engineer.
9. Grap a wingtip and move it smoothly and fairly firmly up, down, fore and aft. Sounds silly but if a clot before you has dinged a wing and not reported it, you might be the unwitting victim. Remember the Robin crash a few years ago after a guy hit a haybale on landing? Next person who flew it had the wing fold on them.
10. Always check for full, free and IN THE CORRECT SENSE control surface movement after any maintenance work involving controls has been done. People have accidentally connected ailerons up the wrong way around since Pontious was a pilot.
11. Don't forget to have fun
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1. When flying into sunstrike and vis. is not at its best; complete an orbit where you are and the wing (or strut if its a high wing) will momentarily block the sun and give you a suprisingly good picture of whats ahead.
2. At night avoid the use of your landing light - You wont blind people about to line up and hey - you never know when it will quit on you and youll have to make do without it so you might aswell learn to live without it.
3. Not sure if its common practice but dont taxi or fly in cloud with your strobes - your night vis will be remakably better.
4. If you get the oppurtunity, sit in the back when one of your mates is on a dual flight - Its suprisingly easy to spot someones faults while sitting in the back and you can make the most of thier sitution to improve your own ability.
5. Dont take passengers who are not pilots up on a rough day
2. At night avoid the use of your landing light - You wont blind people about to line up and hey - you never know when it will quit on you and youll have to make do without it so you might aswell learn to live without it.
3. Not sure if its common practice but dont taxi or fly in cloud with your strobes - your night vis will be remakably better.
4. If you get the oppurtunity, sit in the back when one of your mates is on a dual flight - Its suprisingly easy to spot someones faults while sitting in the back and you can make the most of thier sitution to improve your own ability.
5. Dont take passengers who are not pilots up on a rough day
On a preflight, wiggle one aileron whilst watching the other. If it doesn't move in perfect sync, something wrong inside the aircraft.
If you aren't sure your gear is down, go away from the airfield, and fly a steep turn at low level such that you can see your shadow.
Finding a difficult to see airstrip, find four points on the map which you can see, that create a cross with the airfield in the middle. Fly between two, and expect it when the other two are one on each wingtip.
Always ask for an overhead join if not in a hurry, it's amazing what you can see that helps you fly a safe circuit and landing.
Always carry a GPS turned on when spinning, it's the one instrument that doesn't get thrown.
If you've rigged the aircraft, you should have checked everything. But do a separate preflight as well.
G
If you aren't sure your gear is down, go away from the airfield, and fly a steep turn at low level such that you can see your shadow.
Finding a difficult to see airstrip, find four points on the map which you can see, that create a cross with the airfield in the middle. Fly between two, and expect it when the other two are one on each wingtip.
Always ask for an overhead join if not in a hurry, it's amazing what you can see that helps you fly a safe circuit and landing.
Always carry a GPS turned on when spinning, it's the one instrument that doesn't get thrown.
If you've rigged the aircraft, you should have checked everything. But do a separate preflight as well.
G
Join Date: Jun 2001
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To Ghengis the Engineer
"Always carry a GPS turned on when spinning, it's the one instrument that doesn't get thrown."
Can you explain this, maybe Im being thick but I dont get what good it would be.
A handheld could be dangerous in a spin if it was thrown around the cockpit.
A panel mount would be the last thing I would look at in a spin.
?
"Always carry a GPS turned on when spinning, it's the one instrument that doesn't get thrown."
Can you explain this, maybe Im being thick but I dont get what good it would be.
A handheld could be dangerous in a spin if it was thrown around the cockpit.
A panel mount would be the last thing I would look at in a spin.
?
Why do it if it's not fun?
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drizzle,
I don't think Genghis is suggesting you look at the GPS while in the spin. But it could be useful for orientation after you come out of the spin.
FFF
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I don't think Genghis is suggesting you look at the GPS while in the spin. But it could be useful for orientation after you come out of the spin.
FFF
---------------
Controversial, moi?
englishal
And why would such a manoeuvre be required?
LowNSlow
I am not sure that I agree with you. Sounds like an extremely bad practice. I am not a chemist but rubber and AVGAS do not mix.
If breaking hard on the runway after landing, retract the flaps (not the gear) straight away, else its easy to burst a tyre, and you stop quicker.
LowNSlow
3. After checking the fuel for water, don't chuck it on the ground, pour it over the nearest tyre. 100LL evaporates too quickly to damage the rubber and will leave the water droplets on the tyre if any water is present. Much easier to spot than doing it on oily, dirty tarmac.
(1) Take-off
(2) Climb to (say) FL60 through 3/8 cloud to do half an hours spinning.
(3) Descend back through cloud
(4) Try to work out exactly where you are.
GPS has it's uses.
G
(2) Climb to (say) FL60 through 3/8 cloud to do half an hours spinning.
(3) Descend back through cloud
(4) Try to work out exactly where you are.
GPS has it's uses.
G
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R22 Clutch Fuse
In an R22 whilst testing the Strobe lights and warning lights work as part of the pre-flight, I always click the clutch engage/disengage switch on and listen for the belt tightener wurring (and then turn it off again obviously!).
That way you know that after spending all that time and effort going though checks and procedures to get the engine running, the bloody belts are going to tighten up enough to drive the rotor blades....
Usual cause of it not 'wurring' is the fuse has gone - its the one located next to all the warning lamp test switches in with the gearbox...
This could save you having to shut down again, swap the fuse, and start up again.. and at £3+VAT a minute......
That way you know that after spending all that time and effort going though checks and procedures to get the engine running, the bloody belts are going to tighten up enough to drive the rotor blades....
Usual cause of it not 'wurring' is the fuse has gone - its the one located next to all the warning lamp test switches in with the gearbox...
This could save you having to shut down again, swap the fuse, and start up again.. and at £3+VAT a minute......
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- Set as many of the radios/nav aids up as possible before you even approach the hold point for departure.
- Use the plastic wallets for plates and have them in order. You just peel off and stick in the side pocket as you use them.
- Know your power settings for level flight, various descent rates, etc...
- If flying with somone who is also a pilot, make sure you tell them not to play, its bloody confusing if you go to do something to find it not as you expect!
- Write down your nav frequencies so you arent straining with the chart.
- Use the plastic wallets for plates and have them in order. You just peel off and stick in the side pocket as you use them.
- Know your power settings for level flight, various descent rates, etc...
- If flying with somone who is also a pilot, make sure you tell them not to play, its bloody confusing if you go to do something to find it not as you expect!
- Write down your nav frequencies so you arent straining with the chart.